Method and system for humidity sensor diagnostics

ABSTRACT

Methods and systems are provided for an engine including a humidity sensor. Degradation of the humidity sensor may be determined based on a change in intake air relative humidity as compared to a change in intake air temperature or pressure, under selected conditions. An amount of exhaust gas recirculated to an engine intake is adjusted differently based on whether the humidity sensor is degraded or functional.

CROSS REFERENCE TO RELATED APPLICATIONS

The present application is a continuation of U.S. patent applicationSer. No. 13/045, 123, entitled “METHOD AND SYSTEM FOR HUMIDITY SENSORDIAGNOSTICS,” filed on Mar. 10, 2011, now U.S. Pat. No. 8,881,713, theentire contents of which are hereby incorporated by reference for allpurposes.

FIELD

The present application relates to diagnostics for a humidity sensor ina vehicle engine system.

BACKGROUND AND SUMMARY

Engine systems may be configured with exhaust gas recirculation (EGR)systems via which at least a portion of the exhaust gas is recirculatedto the engine intake.

Various sensors may be coupled in the engine system to estimate theamount of EGR being delivered to the engine. These may include, forexample, various temperature, pressure, oxygen, and humidity sensors.Since the accuracy of the EGR estimation relies on the correctfunctioning of the various sensors, periodic sensor diagnostics areused.

One example approach for diagnosing a humidity sensor is illustrated byXiao et al. in U.S. Pat. No. 7,715,976. Therein, humidity sensordegradation is determined based on a comparison of an intake humidityestimated by a first humidity sensor in the intake manifold with anexhaust humidity estimated by a second humidity sensor in the exhaustmanifold and an ambient humidity estimated by a third humidity sensorlocated outside of the engine. The sensor readings are compared duringconditions when all the sensor readings are expected to be substantiallyequal, such as during engine non-fueling conditions in which the EGRvalve is closed. If the readings of the three humidity sensors differ bymore than a threshold, humidity sensor degradation may be determined.For example, if the ambient humidity and the exhaust humidity aresubstantially equal, and the intake humidity differs by greater than athreshold amount from them, degradation of the intake humidity sensormay be determined.

However, the inventors herein have identified a potential issue withsuch an approach. The accuracy of determining degradation of any onehumidity sensor may depend on the proper functioning of the otherhumidity sensors. Further, multiple humidity sensors may not be neededfor engine control. For example, the inventors herein have recognizedthat even in a dual intake path system, it may be possible toeffectively operate the engine with reduced emissions using asymmetrichumidity sensing.

Thus in one example, the above issue may be at least partly addressed bya method of operating an engine having a humidity sensor. In oneembodiment, the method comprises, indicating humidity sensor degradationbased on each of a change in an intake air relative humidity andtemperature over a duration since an engine cold-start

For example, during an engine cold-start, an engine intake airtemperature may be estimated by an intake manifold temperature sensorwhile an intake air relative humidity is estimated by a humidity sensor.The intake air temperature and humidity may be monitored over a durationsince the engine cold-start. The duration may be based on engineoperating conditions, such as an exhaust catalyst temperature. In oneexample, the intake air temperature and humidity may be monitored untilthe exhaust catalyst temperature stabilizes, or reaches a thresholdtemperature (e.g., a light-off temperature).

As the engine warms over the duration since the cold-start, thetemperature of the intake air starts to increase. Since relativehumidity is a measure of the percentage of water vapor per area at aspecific temperature, the relative humidity is expected to change inaccordance with the change in intake air temperature. An enginecontroller may compare a change in the relative humidity estimated bythe humidity sensor, with a change in the intake air temperatureestimated by a temperature sensor. If the change in relative humidity isnot proportional to the change in air temperature (as determined by adifference or ratio of the change in humidity to the change intemperature), humidity sensor degradation may be determined and acorresponding diagnostic code may be set. In other words, by utilizingthe temperature effect generated on the humidity sensor, it is possibleto correlate proper humidity sensor operation with the change intemperature.

It should be understood that the summary above is provided to introducein simplified form a selection of concepts that are further described inthe detailed description. It is not meant to identify key or essentialfeatures of the claimed subject matter, the scope of which is defineduniquely by the claims that follow the detailed description.Furthermore, the claimed subject matter is not limited toimplementations that solve any disadvantages noted above or in any partof this disclosure.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 shows a schematic depiction of an example engine system and anassociated EGR system.

FIG. 2 shows a schematic depiction of a combustion chamber of the enginesystem of FIG. 1.

FIG. 3 shows a high level flow chart for adjusting engine EGR flow basedon the humidity sensor of FIG. 1.

FIGS. 4-5 show high level flow charts illustrating example routines forindicating humidity sensor degradation based on intake air temperatureor pressure.

FIGS. 6-7 show example maps for indicating humidity sensor degradationbased on the routines of FIGS. 4-5.

DETAILED DESCRIPTION

The following description relates to systems and methods for diagnosinga humidity sensor coupled in an engine system (FIGS. 1-2). Based on anintake air relative humidity, as determined by the humidity sensor, anEGR flow recirculated to the engine intake may be adjusted (FIG. 3).Further, the humidity sensor may be periodically diagnosed.Specifically, during selected conditions, the relative humidity outputby the humidity sensor may be compared to an intake air pressure ortemperature. Based on correlations between changes in the estimatedrelative humidity and changes in the estimated intake air temperature orpressure, humidity sensor degradation may be indicated. In one example,an engine controller may be configured to perform a diagnostic routine,such as depicted in FIG. 4, to identify humidity sensor degradationbased on a change in relative humidity responsive to a change in intakeair pressure generated by a temporary closing of an EGR throttle valve.In another example, the controller may perform a diagnostic routine, asdepicted in FIG. 5, to identify humidity sensor degradation based on achange in humidity responsive to a change in intake air temperature overa duration since an engine cold-start. Example maps that may be used toidentify humidity sensor degradation are illustrated in FIGS. 6-7. Inthis way, humidity sensor degradation may be diagnosed without relyingon additional humidity sensors.

FIG. 1 shows a schematic depiction of an example turbocharged enginesystem 100 including a multi-cylinder internal combustion engine 10 andtwin turbochargers 120 and 130. As one non-limiting example, enginesystem 100 can be included as part of a propulsion system for apassenger vehicle. Engine system 100 can receive intake air via intakepassage 140. Intake passage 140 can include an air filter 156 and an EGRthrottle valve 230. Engine system 100 may be a split-engine systemwherein intake passage 140 is branched downstream of EGR throttle valve230 into first and second parallel intake passages, each including aturbocharger compressor. Specifically, at least a portion of intake airis directed to compressor 122 of turbocharger 120 via a first parallelintake passage 142 and at least another portion of the intake air isdirected to compressor 132 of turbocharger 130 via a second parallelintake passage 144 of the intake passage 140.

The first portion of the total intake air that is compressed bycompressor 122 may be supplied to intake manifold 160 via first parallelbranched intake passage 146. In this way, intake passages 142 and 146form a first parallel branch of the engine's air intake system.Similarly, a second portion of the total intake air can be compressedvia compressor 132 where it may be supplied to intake manifold 160 viasecond parallel branched intake passage 148. Thus, intake passages 144and 148 form a second parallel branch of the engine's air intake system.As shown in FIG. 1, intake air from intake passages 146 and 148 can berecombined via a common intake passage 149 before reaching intakemanifold 160, where the intake air may be provided to the engine.

A first EGR throttle valve 230 may be positioned in the engine intakeupstream of the first and second parallel intake passages 142 and 144,while a second air intake throttle valve 158 may be positioned in theengine intake downstream of the first and second parallel intakepassages 142 and 144, and downstream of the first and second parallelbranched intake passages 146 and 148, for example, in common intakepassage 149.

In some examples, intake manifold 160 may include an intake manifoldpressure sensor 182 for estimating a manifold pressure (MAP) and/or anintake manifold temperature sensor 183 for estimating a manifold airtemperature (MCT), each communicating with controller 12. Intake passage149 can include an air cooler 154 and/or a throttle (such as secondthrottle valve 158). The position of throttle valve 158 can be adjustedby the control system via a throttle actuator (not shown)communicatively coupled to controller 12. An anti-surge valve 152 may beprovided to selectively bypass the compressor stages of turbochargers120 and 130 via bypass passage 150. As one example, anti-surge valve 152can open to enable flow through bypass passage 150 when the intake airpressure upstream of the compressors attains a threshold value.

Engine 10 may include a plurality of cylinders 14. In the depictedexample, engine 10 includes six cylinders arrange in a V-configuration.Specifically, the six cylinders are arranged on two banks 13 and 15,with each bank including three cylinders. In alternate examples, engine10 can include two or more cylinders such as 4, 5, 8, 10 or morecylinders. These various cylinders can be equally divided and arrangedin alternate configurations, such as V, in-line, boxed, etc. Eachcylinder 14 may be configured with a fuel injector 166. In the depictedexample, fuel injector 166 is a direct in-cylinder injector. However, inother examples, fuel injector 166 can be configured as a port based fuelinjector. Further details of a single cylinder 14 are described below inFIG. 2.

Intake air supplied to each cylinder 14 (herein, also referred to ascombustion chamber 14) via common intake passage 149 may be used forfuel combustion and products of combustion may then be exhausted fromvia bank-specific parallel exhaust passages. In the depicted example, afirst bank 13 of cylinders of engine 10 can exhaust products ofcombustion via a first parallel exhaust passage 17 and a second bank 15of cylinders can exhaust products of combustion via a second parallelexhaust passage 19. Each of the first and second parallel exhaustpassages 17 and 19 may further include a turbocharger turbine.Specifically, products of combustion that are exhausted via exhaustpassage 17 can be directed through exhaust turbine 124 of turbocharger120, which in turn can provide mechanical work to compressor 122 viashaft 126 in order to provide compression to the intake air.Alternatively, some or all of the exhaust gases flowing through exhaustpassage 17 can bypass turbine 124 via turbine bypass passage 123 ascontrolled by wastegate 128. Similarly, products of combustion that areexhausted via exhaust passage 19 can be directed through exhaust turbine134 of turbocharger 130, which in turn can provide mechanical work tocompressor 132 via shaft 136 in order to provide compression to intakeair flowing through the second branch of the engine's intake system.Alternatively, some or all of the exhaust gas flowing through exhaustpassage 19 can bypass turbine 134 via turbine bypass passage 133 ascontrolled by wastegate 138.

In some examples, exhaust turbines 124 and 134 may be configured asvariable geometry turbines, wherein controller 12 may adjust theposition of the turbine impeller blades (or vanes) to vary the level ofenergy that is obtained from the exhaust gas flow and imparted to theirrespective compressor. Alternatively, exhaust turbines 124 and 134 maybe configured as variable nozzle turbines, wherein controller 12 mayadjust the position of the turbine nozzle to vary the level of energythat is obtained from the exhaust gas flow and imparted to theirrespective compressor. For example, the control system can be configuredto independently vary the vane or nozzle position of the exhaust gasturbines 124 and 134 via respective actuators.

Exhaust gases in first parallel exhaust passage 17 may be directed tothe atmosphere via branched parallel exhaust passage 170 while exhaustgases in second parallel exhaust passage 19 may be directed to theatmosphere via branched parallel exhaust passage 180. Exhaust passages170 and 180 may include one or more exhaust after-treatment devices,such as a catalyst, and one or more exhaust gas sensors, as furtherelaborated in FIG. 2.

Engine 10 may further include one or more exhaust gas recirculation(EGR) passages, or loops, for recirculating at least a portion ofexhaust gas from first and second parallel exhaust passages 17 and 19and/or first and second parallel branched exhaust passages 170 and 180,to first and second parallel intake passages 142 and 144, and/orparallel branched intake passages 146 and 148. These may includehigh-pressure EGR loops for proving high-pressure EGR (HP-EGR) andlow-pressure EGR-loops for providing low-pressure EGR (LP-EGR). In oneexample, HP-EGR may be provided in the absence of boost provided byturbochargers 120, 130, while LP-EGR may be provided in the presence ofturbocharger boost and/or when exhaust gas temperature is above athreshold. In still other examples, both HP-EGR and LP-EGR may beprovided simultaneously.

In the depicted example, engine 10 may include a first low-pressure EGRloop 202 for recirculating at least some exhaust gas from the firstbranched parallel exhaust passage 170, downstream of the turbine 124, tothe first parallel intake passage 142, upstream of the compressor 122.Likewise, the engine may include a second low-pressure EGR loop 212 forrecirculating at least some exhaust gas from the second branchedparallel exhaust passage 180, downstream of the turbine 134, to thesecond parallel intake passage 144, upstream of the compressor 132.First and second LP-EGR loops 202 and 212 may include respective LP-EGRvalves 204 and 214 for controlling an EGR flow (i.e., an amount ofexhaust gas recirculated) through the loops, as well as respectivecharge air coolers 206 and 216 for lowering a temperature of exhaust gasflowing through the respective EGR loops before recirculation into theengine intake. Under certain conditions, the charge air coolers 206, 216may also be used to heat the exhaust gas flowing through LP-EGR loops202, 212 before the exhaust gas enters the compressor to avoid waterdroplets impinging on the compressors.

Engine 10 may further include a first high-pressure EGR loop 208 forrecirculating at least some exhaust gas from the first parallel exhaustpassage 17, upstream of the turbine 124, to the first branched parallelintake passage 146, downstream of the compressor 122. Likewise, theengine may include a second high-pressure EGR loop 218 for recirculatingat least some exhaust gas from the second parallel exhaust passage 18,upstream of the turbine 134, to the second branched parallel intakepassage 148, downstream of the compressor 132. EGR flow through HP-EGRloops 208 and 218 may be controlled via respective HP-EGR valves 210 and220.

Humidity sensor 232 and pressure sensor 234 may be included in only oneof the parallel intake passages (herein, depicted in the first parallelintake air passage 142 but not in the second parallel intake passage144), downstream of EGR throttle valve 230. Humidity sensor 232 may beconfigured to estimate a relative humidity of the intake air. Pressuresensor 234 may be configured to estimate a pressure of the intake air.In some embodiments, a temperature sensor may also be included in thesame parallel intake passage, downstream of the EGR throttle valve 230.

As elaborated in FIGS. 3-5, an engine controller may determine whetherthe humidity sensor is functional or degraded based on correlationsbetween a relative humidity output by the humidity sensor as an intakepressure or intake temperature changes. If the humidity sensor isfunctioning, an amount of exhaust gas recirculated to the engine intakethrough the HP-EGR and/or LP-EGR loops may be adjusted based the outputof the humidity sensor. For example, an EGR equivalent of the relativehumidity sensed by the humidity sensor may be determined, and a positionof LP-EGR valves 204 and 214 and/or HP-EGR valves 210 and 220 may beaccordingly adjusted to provide the desired LP-EGR and/or HP-EGR,respectively. In comparison, if the humidity sensor is degraded, theengine controller may assume a maximum humidity condition (based onengine operating conditions), calculate the equivalent EGR, andaccordingly adjust the LP-EGR and/or HP-EGR valves. By adjusting an EGRflow to both intake branches of the split engine system based on theoutput of a single humidity sensor in only one of the intake branches,the number of sensors required for engine EGR control can be reducedwithout compromising the accuracy of EGR control. By not requiringdedicated humidity sensors in each intake passage branch, (althoughadditional humidity sensors may be provided in alternate embodiments, ifdesired) components reduction benefits are achieved.

The position of intake and exhaust valves of each cylinder 14 may beregulated via hydraulically actuated lifters coupled to valve pushrods,or via a cam profile switching mechanism in which cam lobes are used. Inthis example, at least the intake valves of each cylinder 14 may becontrolled by cam actuation using a cam actuation system. Specifically,the intake valve cam actuation system 25 may include one or more camsand may utilize variable cam timing or lift for intake and/or exhaustvalves. In alternative embodiments, the intake valves may be controlledby electric valve actuation. Similarly, the exhaust valves may becontrolled by cam actuation systems or electric valve actuation.

Engine system 100 may be controlled at least partially by a controlsystem 15 including controller 12 and by input from a vehicle operatorvia an input device (not shown). Control system 15 is shown receivinginformation from a plurality of sensors 16 (various examples of whichare described herein) and sending control signals to a plurality ofactuators 81. As one example, sensors 16 may include humidity sensor232, intake air pressure sensor 234, MAP sensor 182, and MAT sensor 183.In some examples, common intake passage 149 may include a throttle inletpressure (TIP) sensor for estimating a throttle inlet pressure (TIP)and/or a throttle inlet temperature sensor for estimating a throttle airtemperature (TCT). In other examples, one or more of the EGR passagesmay include pressure, temperature, and air-to-fuel ratio sensors, fordetermining EGR flow characteristics. Additional system sensors andactuators are elaborated below with reference to FIG. 2. As anotherexample, actuators 81 may include fuel injector 166, HP-EGR valves 210and 220, LP-EGR valves 204 and 214, throttle valves 158 and 230, andwastegates 128, 138. Other actuators, such as a variety of additionalvalves and throttles, may be coupled to various locations in enginesystem 100. Controller 12 may receive input data from the varioussensors, process the input data, and trigger the actuators in responseto the processed input data based on instruction or code programmedtherein corresponding to one or more routines. Example control routinesare described herein with regard to FIGS. 3-5.

FIG. 2 depicts an example embodiment of a cylinder or combustion chamberof internal combustion engine 10. Engine 10 may receive controlparameters from controller 12 and input from vehicle operator 190 via aninput device 192, such as an accelerator pedal and a pedal positionsensor 194 for generating a proportional pedal position signal PP.Cylinder (herein also “combustion chamber’) 14 of engine 10 may includecombustion chamber walls 236 with piston 238 positioned therein. Piston238 may be coupled to crankshaft 240 so that reciprocating motion of thepiston is translated into rotational motion of the crankshaft.Crankshaft 240 may be coupled to at least one drive wheel of thepassenger vehicle via a transmission system. Further, a starter motormay be coupled to crankshaft 240 via a flywheel to enable a startingoperation of engine 10.

Cylinder 14 can receive intake air via a series of intake air passages242, 244, and 246. Intake air passage 246 can communicate with othercylinders of engine 10 in addition to cylinder 14. In some embodiments,one or more of the intake passages may include a boosting device such asa turbocharger 280. For example, FIG. 2 shows engine 10 configured witha turbocharger including a compressor 282 arranged between intakepassages 242 and 244, and an exhaust turbine 284 arranged along exhaustpassage 248. Compressor 282 may be at least partially powered by exhaustturbine 284 via a shaft 286 where the boosting device is configured as aturbocharger. A throttle valve 158 including a throttle plate 164 may beprovided along an intake passage of the engine for varying the flow rateand/or pressure of intake air provided to the engine cylinders. Forexample, throttle valve 158 may be disposed downstream of compressor 282as shown in FIG. 2, or alternatively may be provided upstream of thecompressor.

Exhaust passage 248 can receive exhaust gases from other cylinders ofengine 10 in addition to cylinder 14. Exhaust gas sensor 228 is showncoupled to exhaust passage 248 upstream of emission control device 278.Sensor 228 may be selected from among various suitable sensors forproviding an indication of exhaust gas air/fuel ratio such as a linearoxygen sensor or UEGO (universal or wide-range exhaust gas oxygen), atwo-state oxygen sensor or EGO (as depicted), a HEGO (heated EGO), aNOx, HC, or CO sensor, for example. Emission control device 278 may be athree way catalyst (TWC), NOx trap, various other emission controldevices, or combinations thereof.

Exhaust temperature may be estimated by one or more temperature sensors(not shown) located in exhaust passage 248. Alternatively, exhausttemperature may be inferred based on engine operating conditions such asspeed, load, air-fuel ratio (AFR), spark retard, etc. Further, exhausttemperature may be computed by one or more exhaust gas sensors 228. Itmay be appreciated that the exhaust gas temperature may alternatively beestimated by any combination of temperature estimation methods listedherein.

Each cylinder of engine 10 may include one or more intake valves and oneor more exhaust valves. For example, cylinder 14 is shown including atleast one intake poppet valve 250 and at least one exhaust poppet valve256 located at an upper region of cylinder 14. In some embodiments, eachcylinder of engine 10, including cylinder 14, may include at least twointake poppet valves and at least two exhaust poppet valves located atan upper region of the cylinder. The valves of cylinder 14 may bedeactivated via hydraulically actuated lifters coupled to valvepushrods, or via a cam profile switching mechanism in which a cam lobewith no lift is used for deactivated valves. In this example,deactivation of intake valve 250 and exhaust valve 256 may be controlledby cam actuation via respective cam actuation systems 251 and 253. Camactuation systems 251 and 253 may each include one or more cams and mayutilize one or more of cam profile switching (CPS), variable cam timing(VCT), variable valve timing (VVT) and/or variable valve lift (VVL)systems that may be operated by controller 12 to vary valve operation.In alternative embodiments, the intake and/or exhaust valve may becontrolled by electric valve actuation. In one example, cylinder 14 mayinclude an intake valve controlled via cam actuation including VCTsystems and an exhaust valve controlled via electric valve actuation.

In some embodiments, each cylinder of engine 10 may include a spark plug292 for initiating combustion. Ignition system 290 can provide anignition spark to combustion chamber 14 via spark plug 292 in responseto spark advance signal SA from controller 12, under select operatingmodes. However, in some embodiments, spark plug 292 may be omitted, suchas where engine 10 may initiate combustion by auto-ignition or byinjection of fuel, as may be the case with some diesel engines.

In some embodiments, each cylinder of engine 10 may be configured withone or more fuel injectors for providing fuel thereto. As a non-limitingexample, cylinder 14 is shown including one fuel injector 166. Fuelinjector 166 is shown coupled directly to cylinder 14 for injecting fueldirectly therein in proportion to the pulse width of signal FPW-1received from controller 12 via electronic driver 168. In this manner,fuel injector 166 provides what is known as direct injection (hereafteralso referred to as “DI”) of fuel into combustion cylinder 14.Alternatively, the injector may be located overhead and near the intakevalve to improve mixing. Fuel may be delivered to fuel injector 166 froma high pressure fuel system 8 including fuel tanks, fuel pumps, and afuel rail. Alternatively, fuel may be delivered by a single stage fuelpump at lower pressure, in which case the timing of the direct fuelinjection may be more limited during the compression stroke than if ahigh pressure fuel system is used. Further, while not shown, the fueltanks may have a pressure transducer providing a signal to controller12. It will be appreciated that, in an alternate embodiment, injector166 may be a port injector providing fuel into the intake port upstreamof cylinder 14.

Controller 12 is shown in FIG. 2 as a microcomputer, includingmicroprocessor unit 106, input/output ports 108, an electronic storagemedium for executable programs and calibration values shown as read onlymemory (ROM) chip 110 in this particular example, random access memory(RAM) 112, keep alive memory (KAM) 114, and a data bus. Storage mediumread-only memory 110 can be programmed with computer readable datarepresenting instructions executable by processor 102 for performing themethods described below as well as other variants that are anticipatedbut not specifically listed. Controller 12 may receive various signalsfrom sensors coupled to engine 10, in addition to those signalspreviously discussed, including measurement of inducted mass air flow(MAF) from mass air flow sensor 231; engine coolant temperature (ECT)from temperature sensor 116 coupled to cooling sleeve 118; a profileignition pickup signal (PIP) from Hall effect sensor 260 (or other type)coupled to crankshaft 240; throttle position (TP) from a throttleposition sensor; and absolute manifold air pressure signal (MAP) fromsensor 182. Engine speed signal, RPM, may be generated by controller 12from signal PIP. Further, crankshaft position, as well as crankshaftacceleration, and crankshaft oscillations may also be identified basedon the signal PIP. Manifold air pressure signal MAP from manifoldpressure sensor 182 may be used to provide an indication of vacuum, orpressure, in the intake manifold. Further, as noted herein, manifoldpressure may be estimated based on other operating parameters, such asbased on MAF and RPM, for example.

Engine 10 further includes a humidity sensor 232. The humidity sensormay detect a water vapor concentration of air entering the intakemanifold via intake passage 242. As previously elaborated, humiditysensor 232 may be positioned downstream of an EGR throttle valve (230,FIG. 1) but upstream of the intake throttle valve 158. A relativehumidity reading generated by the humidity sensor is indicative of thehumidity of fresh air or a combination of fresh air and recirculatedexhaust air, based on the position of EGR throttle valve 230 and theLP-EGR and HP-EGR valves (of FIG. 1).

As described above, FIG. 2 shows only one cylinder of a multi-cylinderengine, and that each cylinder may similarly include its own set ofintake/exhaust valves, fuel injector, spark plug, etc.

FIG. 3 illustrates an example routine 300 for adjusting one or more EGRvalves (such as, an EGR throttle valve, LP-EGR valves and/or HP-EGRvalves) to provide a desired amount of exhaust gas recirculation (EGR)based on a relative humidity of the intake air. The routine determinesan EGR amount that is equivalent to the relative humidity, as estimatedby a humidity sensor positioned in the intake passage, downstream of theEGR throttle valve. Specifically, using the water vapor concentration ofthe intake air, an accurate indication of the equivalent EGR amount canbe generated by utilizing a mass balance formula. Based on thedetermined humidity equivalent EGR amount, a position of one or more EGRvalve is adjusted to provide the desired EGR flow.

At 302, the routine includes estimating and/or measuring engineoperating conditions. These may include, for example, ignition sparktiming, air-fuel ratio, engine speed, torque demand, catalysttemperature, fuel type, etc. At 304, a desired EGR amount may bedetermined based on the estimated engine operating conditions. This mayinclude determining an amount, flow, and temperature of exhaust gas tobe recirculated to an engine intake (for example, from parallel exhaustpassages to respective parallel intake passages in a split enginesystem). This may further include determining whether the desired amountof EGR is to be provided as LP-EGR flow, HP-EGR flow, or a combinationthereof.

At 306, it may be determined whether the humidity sensor is functional.As such, the humidity sensor may be periodically diagnosed usingdiagnostic routines, such as those elaborated with reference to FIGS.4-5. If the humidity sensor is functional, then at 308, the humiditysensor output may be received. As such, since the humidity sensor ispositioned upstream of the point where exhaust gas enters the EGRsystem, the humidity reading of the humidity sensor is indicative of thewater vapor concentration of the (fresh) intake air. At 310, a massbalance formula (e.g., conservation of mass) may be applied to thereceived humidity data to determine the humidity equivalent EGR amountof the intake air, and accordingly determine an exhaust gas fraction tobe delivered. In one example, based on the mass balance formula, andfurther based on the ratio of the specific heats of water and EGR, 1%water by mass may be determined to be equivalent to 1.7% EGR.

At 312, upon confirming that the humidity sensor is not degraded, anamount of exhaust gas recirculated from the engine exhaust to the engineintake may be adjusted based on the output of the humidity sensor.Specifically, the position of one or more EGR valves may be adjusted toprovide the desired EGR amount based on the humidity equivalent EGRamount calculated from the output of the humidity sensor. The one ormore EGR valves that are adjusted may include one or more of the EGRthrottle valve, the LP-EGR valves (for adjusting an amount of LP-EGRprovided), and the HP-EGR valves (for adjusting an amount of HP-EGRprovided). Specifically, the position of the one or more EGR valves maybe adjusted to provide the difference in EGR amount (e.g., using exhaustgas and/or intake air). In one example, the relative humidity may be40%. The engine may be calibrated at the specified humidity and theamount of scheduled EGR may be increased or decreased based on theamount of water over or under the base water concentration at thespecified humidity level (i.e. 40%).

In comparison, at 320, in response to the indication of humidity sensordegradation (received at 306), an EGR flow to the engine may be adjustedbased on a maximum humidity assumption. That is, a maximum relativehumidity may be determined based on the engine operating conditions(e.g., based on ambient temperature and pressure conditions) and the EGRequivalent of the maximum assumed humidity may be determined.Accordingly, at 322, the position of the one or more EGR valve may beadjusted to provide the difference of in EGR amount.

As such, the estimated intake air relative humidity is also indicativeof the likelihood of condensation at the inlet and outlet of theturbocharger compressor, as well as the charge air cooler outlet andmanifold. Thus, if the humidity sensor degrades, the desired EGR may setto a value such that condensation does not occur. By adjusting thedelivered EGR based on the assumption of maximum (e.g., 100%) relativehumidity, condensation in the engine system (in particular, at thecompressor and in the EGR loops) can be reduced.

In one example, the humidity sensor may be included in a split enginesystem having first and second parallel intake passages, each intakepassage coupled to a distinct group of cylinders. The humidity sensormay be positioned in either the first or the second intake passage.Herein, EGR flow to both intake passages (and consequently to differentgroups of cylinders) may be adjusted based on the output of a singlehumidity sensor. By reducing the number of humidity sensors required tocontrol the engine, without compromising the accuracy of EGRdetermination and flow control, component reduction benefits can beachieved in the engine system.

Now turning to FIG. 4, an example diagnostics routine 400 is describedfor diagnosing the humidity sensor based on an intake air pressure.

At 402, engine operating conditions may be estimated and/or measured.These may include, for example, intake air pressure, temperature,humidity, engine speed, desired torque, etc. At 404, a first EGRthrottle valve may be closed while a second air intake throttle valve isconcurrently opened. That is, the EGR throttle valve is temporarilyclosed while torque disturbances are transiently compensated for byopening the air intake throttle valve. As such, the EGR throttle valvemay be fully closed or partially closed. In one example, the EGRthrottle valve may be closed for a duration based on the engineoperating conditions. In another example, the EGR throttle valve may beclosed by adjusting a duty cycle of the valve, the duty cycle adjustedbased on the engine operating conditions.

At 406, each of a change in the intake air pressure and a change in theintake air relative humidity, resulting from the closing of the EGRthrottle valve, may be determined. The change in intake air relativehumidity may be based on the output of the humidity sensor positioneddownstream of the EGR throttle valve, while the change in intake airpressure may be based on the output of a pressure sensor also coupleddownstream of the EGR throttle valve in the intake passage. In oneexample, an initial humidity and pressure may be estimated when thethrottle valve is closed and a final humidity and pressure may beestimated when the throttle valve is opened again, and a change inhumidity and pressure accordingly calculated.

At 408, a comparison of the resulting change in relative humidity (ΔH)and the resulting change in intake air pressure (ΔP), responsive to theEGR throttle valve closing, may be performed. In one example, thecomparison may include determining a ratio of the change in humidity tothe change in pressure. In another example, the comparison may includedetermining a difference (e.g., absolute difference) in the change inhumidity and the change in pressure.

If a ratio of the change in pressure to the change in humidity is higherthan a threshold, then at 410, it may be determined that the humiditysensor is functional and that the output of the humidity sensor isreliable. In comparison, if the ratio is lower than a threshold, then at412, humidity sensor degradation may be determined. Accordingly, at 414,a diagnostic code may be set. Further, as previously elaborated in FIG.3 (at 320-322), in the absence of a reliable humidity sensor output, anEGR flow may be adjusted based on the assumption of a maximum humiditycondition, to reduce condensation in the engine system. In an alternateexample, humidity sensor degradation may be indicated in response to adifference (e.g., absolute difference) between the change in pressureand the change in humidity being higher than a threshold. In this way,by correlating expected changes in humidity with changes in pressure,humidity sensor degradation may be accurately determined withoutrequiring additional humidity sensors.

An example of a pressure-based humidity sensor diagnostics is shown inthe example map of FIG. 6. Map 600 depicts an EGR throttle valveposition at 606, changes in intake air pressure at 602, andcorresponding changes in intake air humidity at 604.

At t1, the EGR throttle valve may be closed for a duration lasting up tot2. As such, both the pressure sensor and the humidity sensor arepositioned downstream of an EGR throttle valve in an intake air passage.Thus, in response to EGR throttle valve closing, the pressure outputfrom the pressure sensor may start to decrease. Since a relativehumidity of the intake air is based on the pressure of the intake air,the drop in pressure is expected to cause a proportional decrease in therelative humidity output by the humidity sensor. As depicted, between t1and t2, the change in relative humidity (ΔH) resulting from the valveclosure, as estimated by the humidity sensor, may be proportional to thechange in pressure (ΔP) resulting from the valve closure, as estimatedby the pressure sensor, indicating that the humidity sensor isfunctional.

In response to the throttle valve being subsequently opened at t2, theintake air pressure may start to increase, and correspondingly thehumidity may also increase, as expected. At an alternate time t3, theEGR throttle valve may be closed for a duration lasting up to t4.Herein, in response to the EGR throttle valve closing, the intakepressure starts to decrease, however, there is no substantial change inthe estimated humidity. Thus, in response to the humidity changeestimated by the humidity sensor being disproportionate to the pressurechange estimated by the pressure sensor, upon throttle valve closing, anengine controller may determine that the humidity sensor is degraded andset a diagnostic code at t4.

Now turning to FIG. 5, an example diagnostics routine 500 is describedfor diagnosing the humidity sensor based on intake air temperature.

At 502, it may be confirmed that the engine is in a cold-startcondition. As such, a cold-start condition may be confirmed if anexhaust catalyst temperature is below a light-off temperature and/or ifthe engine has not been started for a threshold duration. If an enginecold-start is not confirmed, the routine may end. At 504, engineoperating conditions may be estimated and/or measured. These mayinclude, for example, intake air pressure, temperature, humidity, enginespeed, desired torque, etc.

At 506, an intake aircharge temperature may be monitored over aspecified duration since the engine cold-start. The intake airchargetemperature may be estimated by a temperature sensor positioned in theengine intake, downstream of the first EGR throttle valve. At 508, theintake air humidity may be monitored over the same duration. The intakeair relative humidity may be estimated by the humidity sensor positionedin the engine intake, downstream of the first EGR throttle valve. Assuch, the duration over which the temperature and humidity are monitoredmay be adjusted based on engine operating conditions. For example,intake air temperature and humidity may continue to be monitored untilan exhaust catalyst temperature stabilizes and/or reaches a light-offtemperature (e.g., 180° C.).

At 510, a change in the intake air temperature (ΔT) and a change in theintake air humidity (ΔH), over the specified duration, may bedetermined. For example, an initial humidity and temperature may beestimated at the start of the duration, and a final humidity andtemperature may be estimated at the end of the duration. At 512, thechange in temperature (ΔT) may be compared to the change in humidity(ΔH). In one example, the comparison may include determining a ratio ofthe change in humidity to the change in temperature. In another example,the comparison may include determining a difference (e.g., absolutedifference) in the change in humidity and the change in temperature.

If a ratio of the change in temperature to the change in humidity ishigher than a threshold, then at 514, it may be determined that thehumidity sensor is functional and that the output of the humidity sensoris reliable. In comparison, if the ratio is lower than a threshold, thenat 516, humidity sensor degradation may be determined. Accordingly, at518, a diagnostic code may be set. Further, as previously elaborated inFIG. 3 (at 320-322), in the absence of a reliable humidity sensoroutput, an EGR flow may be adjusted based on the assumption of a maximumhumidity condition, to reduce condensation in the engine system. In analternate example, humidity sensor degradation may be indicated inresponse to a difference (e.g., absolute difference) between the changein temperature and the change in humidity being higher than a threshold.In this way, by correlating expected changes in humidity with changes intemperature, humidity sensor degradation may be accurately determinedwithout requiring additional humidity sensors.

An example of a temperature-based humidity sensor diagnostics is shownin the example map of FIG. 7. Map 700 depicts an exhaust catalysttemperature at 706, changes in intake air temperature at 702, andcorresponding changes in intake air humidity at 704.

At t0, an engine cold-start may be confirmed. For a duration since thecold-start, specifically between t0 and t5, an intake air temperature(ACT) and humidity may be monitored and compared. As such, the durationmay be a duration over which the exhaust catalyst temperature increasesto stabilize at, or beyond, a light-off temperature. Both the intake airtemperature sensor and humidity sensor may be positioned in an intakeair passage, downstream of an EGR throttle valve. Thus, as the enginestarts to warm over the duration since the cold-start, the intake airtemperature increases. Since relative humidity is based on temperature,the rise in temperature is expected to cause the relative humidityoutput by the humidity sensor to decrease. Between t0 and t5, a changein the air temperature (ΔT) relative to the change in humidity (ΔH) maybe determined to be proportional, indicating that the humidity sensor isfunctional. In an alternate example, where the change in humidity is notproportional to the change temperature, humidity sensor degradation maybe indicated responsive to the humidity change estimated by the humiditysensor being disproportionate to the temperature change estimated by thetemperature sensor over the duration since the engine cold-start.

While the depicted diagnostic routines illustrate indicating humiditysensor degradation based on either a pressure or a temperature effect onrelative humidity, it will be appreciated that in still other examples,humidity sensor degradation may be indicated based on each of a pressureand a temperature effect on relative humidity. For example, a change inintake air relative humidity output by the humidity sensor may becompared to each of an intake air temperature change output by thetemperature sensor and an intake air pressure change output by thepressure sensor. In one approach, if the change in humidity does notcorrespond to both the change in temperature and the change in pressure,humidity sensor degradation may be indicated.

In this way, by correlating changes in intake air temperature and/orpressure with changes in intake air humidity, degradation of a humiditysensor may be identified without relying on additional humidity sensorsand while using existing temperature and pressure sensors. By adjustingEGR flow to an engine based on the output of a single humidity sensor,EGR adjustments based on humidity may be accurately provided whileachieving component reduction benefits.

Note that the example control and estimation routines included hereincan be used with various engine and/or vehicle system configurations.The specific routines described herein may represent one or more of anynumber of processing strategies such as event-driven, interrupt-driven,multi-tasking, multi-threading, and the like. As such, various acts,operations, or functions illustrated may be performed in the sequenceillustrated, in parallel, or in some cases omitted. Likewise, the orderof processing is not necessarily required to achieve the features andadvantages of the example embodiments described herein, but is providedfor ease of illustration and description. One or more of the illustratedacts or functions may be repeatedly performed depending on theparticular strategy being used. Further, the described acts maygraphically represent code to be programmed into the computer readablestorage medium in the engine control system.

It will be appreciated that the configurations and routines disclosedherein are exemplary in nature, and that these specific embodiments arenot to be considered in a limiting sense, because numerous variationsare possible. For example, the above technology can be applied to V-6,I-4, I-6, V-12, opposed 4, and other engine types. The subject matter ofthe present disclosure includes all novel and non-obvious combinationsand sub-combinations of the various systems and configurations, andother features, functions, and/or properties disclosed herein.

The following claims particularly point out certain combinations andsub-combinations regarded as novel and non-obvious. These claims mayrefer to “an” element or “a first” element or the equivalent thereof.Such claims should be understood to include incorporation of one or moresuch elements, neither requiring nor excluding two or more suchelements. Other combinations and sub-combinations of the disclosedfeatures, functions, elements, and/or properties may be claimed throughamendment of the present claims or through presentation of new claims inthis or a related application. Such claims, whether broader, narrower,equal, or different in scope to the original claims, also are regardedas included within the subject matter of the present disclosure.

1. A method of operating an engine including a humidity sensor,comprising, indicating humidity sensor degradation based on each of achange in an intake air relative humidity and temperature over aduration since an engine cold-start, the duration based on an exhaustcatalyst temperature.
 2. The method of claim 1, wherein the relativehumidity is estimated by the humidity sensor, and wherein thetemperature is estimated by a temperature sensor, each of the humiditysensor and the temperature sensor positioned in an engine intake,downstream of a first throttle valve.
 3. The method of claim 1, whereinthe indication includes indicating humidity sensor degradationresponsive to a ratio of the change in humidity to the change intemperature, over the duration, being lower than a threshold.
 4. Themethod of claim 1, wherein the indication includes indicating humiditysensor degradation responsive to a difference between the change inhumidity and the change in temperature, over the duration, being higherthan a threshold.
 5. The method of claim 1, wherein the indicationincludes setting a diagnostic code.
 6. The method of claim 1, whereinthe duration is increased as a difference between the exhaust catalysttemperature and a threshold temperature increases.
 7. The method ofclaim 1, wherein the engine includes an engine intake, an engineexhaust, an EGR loop coupled between the engine intake and the engineexhaust, and wherein an EGR flow through the EGR loop is adjusted basedon the indication of degradation.
 8. The method of claim 1, wherein theadjustment includes, adjusting the EGR flow based on an output of thehumidity sensor when the humidity sensor is not degraded, and adjustingthe EGR flow based on a maximum humidity assumption when the humiditysensor is degraded.
 9. A method of operating a turbocharged engineincluding a humidity sensor and a temperature sensor in an engineintake, comprising, during an engine cold-start condition, estimatingeach of an intake air temperature and relative humidity over a durationsince the cold-start; indicating humidity sensor degradation based on achange in the humidity relative to a change in the temperature over theduration; and adjusting an amount of exhaust gas recirculated from anengine exhaust to the engine intake based on the indication of humiditysensor degradation, the relative humidity indicative of likelihood ofcondensation at a turbocharger compressor, the adjusting includingadjusting the amount to reduce condensation assuming a maximum relativehumidity.
 10. The method of claim 9, wherein the indication includesindicating degradation if a ratio of the change in humidity to thechange in temperature is lower than a threshold and/or if a differencein the change in humidity to the change in pressure is higher than athreshold.
 11. The method of claim 9, wherein the duration is based onan exhaust catalyst temperature, the duration increased as a differencebetween the exhaust catalyst temperature and a threshold temperatureincreases.
 12. The method of claim 10, wherein the engine cold-startcondition includes the exhaust catalyst temperature being below alight-off temperature.
 13. The method of claim 11, wherein exhaust gasis recirculated from the engine exhaust to the engine intake via an EGRloop including an EGR valve, and wherein adjusting the amount of exhaustgas recirculated includes adjusting a position of the EGR valve.
 14. Themethod of claim 13, wherein the adjustment includes, adjusting theposition of the EGR valve based on an output of the humidity sensor ifthe humidity sensor is not degraded; and adjusting the position of theEGR valve based on the maximum humidity if the humidity sensor isdegraded, the maximum humidity calculated based on engine operatingconditions.
 15. An engine system, comprising: first and second parallelintake passages, each including a turbocharger compressor upstream ofengine cylinders, the cylinders including a direct fuel injector; firstand second parallel exhaust passages, each including a turbochargerturbine; a humidity sensor and a temperature sensor, each positionedonly in the first passage; and a controller configured with instructionsfor indicating humidity sensor degradation responsive to a humiditychange relative to a temperature change over a duration since an enginecold-start.
 16. The system of claim 15, further comprising, a firstlow-pressure EGR loop for recirculating at least some exhaust gas fromthe first parallel exhaust passage, downstream of the turbine, to thefirst parallel intake passage, upstream of the compressor; a secondlow-pressure EGR loop for recirculating at least some exhaust gas fromthe second parallel exhaust passage, downstream of the turbine, to thesecond parallel intake passage, upstream of the compressor; a firsthigh-pressure EGR loop for recirculating at least some exhaust gas fromthe first parallel exhaust passage, upstream of the turbine, to thefirst parallel intake passage, downstream of the compressor; and asecond high-pressure EGR loop for recirculating at least some exhaustgas from the second parallel exhaust passage, upstream of the turbine,to the second parallel intake passage, downstream of the compressor. 17.The system of claim 16, wherein the indication includes indicatingsensor degradation responsive to the humidity change estimated by thehumidity sensor being disproportionate to the temperature changeestimated by the temperature sensor over the duration since the enginecold-start.
 18. The system of claim 17, wherein the controller isfurther configured to, recirculate a first amount of exhaust gas throughthe first and second low-pressure EGR loops in response to an indicationof no humidity sensor degradation, the first amount based on a humidityoutput of the humidity sensor; and recirculate a second, differentamount of exhaust gas through the first and second low-pressure EGRloops in response to the indication of humidity sensor degradation, thesecond amount based on a maximum humidity assumption.
 19. The system ofclaim 17, further comprising an exhaust catalyst, wherein the durationis based on a temperature of the exhaust catalyst, the durationincreased as a difference between the temperature of the exhaustcatalyst and a threshold temperature increases.